Hybrid vehicle and control method thereof

ABSTRACT

A hybrid vehicle includes an engine, a motor configured to generate electricity using a power from the engine, a battery configured to exchange an electric power with the motor, a switch configured to set a charging acceleration mode and to cancel the charging acceleration mode, a reporting device configured to report information, and an electronic control unit configured to (a) increase the electric power generated by the motor higher when the charging acceleration mode is set than that when the charging acceleration mode is not set, and (b) control the reporting device to notify that the charging acceleration mode is set.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2013-080330 filed onApr. 8, 2013 including the specification, drawings and abstract isincorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a hybrid vehicle and a control method thereof.More particularly, the invention relates to a hybrid vehicle includingan engine, a motor which generates electricity using power from theengine, and a battery which exchanges electric power with the motor, andto a control method thereof.

2. Description of Related Art

Conventionally, as a hybrid vehicle of this type, a hybrid vehicle hasbeen proposed which includes an engine, a first motor generator whichgenerates electricity with an output from the engine, a second motorgenerator used as an electric motor for generating a driving force for avehicle, and an electrical storage device which exchanges electric powerwith the first and second motor generators and in which, when a chargingrequest is sensed by a switch operation by a user, the engine and thefirst and second motor generators are controlled to set a control stateof charge (SOC) lower than the actual SOC of the electrical storagedevice such that the SOC of the electrical storage device serves as thecontrol SOC (see, e.g., Japanese Patent Application Publication No.2011-93335 (JP 2011-93335 A)). In the vehicle, by such a controloperation, opportunities for charging the electrical storage device areincreased to implement vehicle driving responding to a user request.

SUMMARY OF THE INVENTION

In the hybrid vehicle described above, when a destination is an areawhere, e.g., only a car which emits no exhaust gas is permitted to driveor the like, a user may want the battery to be charged until the powerstorage ratio of the battery reaches a target power storage ratio inpreparation for motor driving during which the vehicle drives only withthe power from the second motor generator without operating the engine.As a method which responds to such a request from the user, a method canbe considered which charges the battery with the electric powerresulting from the electricity generated by the first motor generatorusing the power from the engine when the user operates a predeterminedswitch to cause the power storage ratio of the battery to reach to thetarget power storage ratio. However, since the electricity is generatedusing the power from the engine, an amount of fuel consumption mayincrease to degrade fuel efficiency.

A hybrid vehicle and a control method thereof of the invention allow auser to recognize that, when a charging acceleration instruction switchwhich gives an instruction to increase the electric power generated by amotor is turned ON, a control operation which degrades fuel efficiencyis performed.

A hybrid vehicle in an aspect of the invention includes an engine, amotor configured to generate electricity using a power from the engine,a battery configured to exchange an electric power with the motor, aswitch (charging acceleration instruction switch) configured to set acharging acceleration mode and to cancel the charging acceleration mode,a reporting device configured to report information, and an electroniccontrol unit configured to (a) increase the electric power generated bythe motor higher when the charging acceleration mode is set (when theswitch is ON) than that when the charging acceleration mode is not set(when the switch is OFF), and (b) control the reporting device to notifythat the charging acceleration mode is set.

In the hybrid vehicle in the aspect of the invention, when the chargingacceleration instruction switch is ON, the reporting device iscontrolled to notify an increase in the electric power generated by themotor. Since the motor generates electricity with the power from theengine, when the electric power generated by the motor increases, theamount of a fuel consumed in the engine also increases to degrade fuelefficiency. When the charging acceleration instruction switch is ON, bycontrolling the reporting device to be notified that the chargingacceleration mode is ON, a user is allowed to recognize the increase inthe electric power generated by the motor, an increase in the power fromthe engine, and an increase in the amount of fuel consumption, i.e.,that a control operation which degrades fuel efficiency is performed.

In the hybrid vehicle in the aspect of the invention, the reportingdevice is means capable of displaying an image and the electroniccontrol unit can also be means for controlling the reporting device suchthat, when the charging acceleration mode is set, a predetermined imageis displayed on the reporting device. This can allow the user tovisually recognize an increase in the amount of fuel consumption. Inthis case, the electronic control unit can also be means for controllingthe reporting device such that, when the charging acceleration mode isset, a color of at least a part of the predetermined image is differentfrom a color thereof when the charging acceleration mode is not set. Theelectronic control unit can also be means for controlling the reportingdevice such that, when the charging acceleration mode is set, at least apart of the predetermined image blinks.

In the hybrid vehicle in the aspect of the invention including thereporting device described above, the electronic control unit can alsobe means for controlling the reporting device to display, when thecharging acceleration mode is set, an amount of a fuel to be consumedbefore an amount of the electric power stored in the battery reaches atarget power storage amount. This can allow the user to recognize theamount of fuel consumption from the time when the charging accelerationinstruction switch is turned ON before the amount of the electric powerreaches the target power storage amount and prompt the user to determinewhether or not the amount of electricity stored in the battery is to beincreased even though the fuel is consumed thereby. In this case, theelectronic control unit can also be means for controlling the reportingdevice to display a cost of the fuel consumed while the electric powergenerated by the motor is increased based on the amount of the consumedfuel and a unit price of the fuel. This can report to the user the costof the fuel consumed while the electric power generated by the motor isincreased and prompt the user to determine whether or not the amount ofelectricity stored in the battery is to be increased even though thefuel is consumed thereby.

In addition, the hybrid vehicle in the aspect of the invention isallowed to further include an external electric power supply devicecapable of supplying the electric power from the battery to an externaldevice when the external device is connected thereto.

A control method for a hybrid vehicle in another aspect of the inventionis for a hybrid vehicle including an engine, a motor configured togenerate electricity using a power from the engine, a battery configuredto exchange an electric power with the motor, a switch configured to seta charging acceleration mode and to cancel the charging accelerationmode, a reporting device configured to report information, and anelectronic control unit, the control method including: increasing, bythe electronic control unit, the electric power generated by the motorhigher when the charging acceleration mode is set than that when thecharging acceleration mode is not set; and controlling, by theelectronic control unit, the reporting device to notify that thecharging acceleration mode is set.

BRIEF DESCRIPTION OF THE DRAWINGS

Features, advantages, and technical and industrial significance ofexemplary embodiments of the invention will be described below withreference to the accompanying drawings, in which like numerals denotelike elements, and wherein:

FIG. 1 is a configuration view showing the outline of a configuration ofa hybrid car as an embodiment of the invention;

FIG. 2 is a flow chart showing an example of a switch-ON process routinewhich is executed by a hybrid electronic control unit (HVECU) of theembodiment;

FIG. 3 is an illustrative view showing an example of a target valueselection screen which is displayed on a touch panel;

FIG. 4 is a flow chart showing an example of afuel-consumption-related-information display process;

FIG. 5 is an illustrative view showing an example of the operation lineof an engine and the setting of an estimated engine rotation numberNeest and an estimated engine torque Teest;

FIG. 6 is an illustrative view showing an example of a fuel consumptionrate map and the setting of a fuel consumption rate Rfuel;

FIG. 7 is an illustrative view showing an example of an energyinformation screen after a SOC recovery instruction switch displayed onthe touch panel is pressed;

FIG. 8 is an illustrative view showing an example of a temporarycharge/discharge power demand setting map;

FIG. 9 is an illustrative view showing an example of the energyinformation screen while a high-voltage battery displayed on the touchpanel is charged;

FIG. 10 is a configuration view showing the outline of a configurationof a hybrid car in a modification;

FIG. 11 is a configuration view showing the outline of a configurationof a hybrid car in a modification;

FIG. 12 is a configuration view showing the outline of a configurationof a hybrid car in a modification; and

FIG. 13 is a configuration view showing the outline of a configurationof a hybrid car in a modification.

DETAILED DESCRIPTION OF EMBODIMENTS

Next, a form for carrying out the invention will be described using anembodiment.

FIG. 1 is a configuration view showing the outline of a configuration ofa hybrid car 20 as a first embodiment of the invention. As shown in FIG.1, the hybrid car 20 in the first embodiment includes an engine 22, anengine electronic control unit (hereinafter referred to as the engineECU) 24, a single-pinion planetary gear 30, a motor MG1, a motor MG2,inverters 41 and 42, a motor electronic control unit (hereinafterreferred to as the motor ECU) 40, a high-voltage battery 50, a batteryelectronic control unit (hereinafter referred to as the battery ECU) 52,a charger 60, an electric outlet 94, a DC/AC converter 96, a touch panel98, and a hybrid electronic control unit (hereinafter referred to as theHVECU) 70. The engine 22 outputs a power using gasoline, light oil, orthe like as a fuel. The engine ECU 24 drive-controls the engine 22. Thecarrier of the planetary gear 30 is connected to a crankshaft 26 of theengine 22. The ring gear of the planetary gear 30 is connected to adrive shaft 36 coupled to drive wheels 38 a and 38 b via a differentialgear 37. The motor MG1 is configured as, e.g., a synchronous powergenerating electric motor having a rotor thereof connected to the sungear of the planetary gear 30. The motor MG2 is configured as, e.g., asynchronous power generating electric motor having a rotor thereofconnected to the drive shaft 36. The inverters 41 and 42 drive themotors MG1 and MG2. The motor ECU 40 switching-controls the switchingelements of the inverters 41 and 42, which are not shown, todrive-control the motors MG1 and MG2. The high-voltage battery 50 isconfigured as, e.g., a lithium ion secondary battery to exchangeelectric power with the motors MG1 and MG2 via the inverters 41 and 42.The battery ECU 52 manages the high-voltage battery 50. The charger 60is connected to an external power source such as a household powersource to be capable of charging the high-voltage battery 50. Into theelectric outlet 94, the plug of an external device (such as, e.g., ahousehold electric appliance) which is not a component of a vehicle canbe inserted. When the plug of the external device is inserted in theelectric outlet 94, the DC/AC converter 96 can convert a DC electricpower in an electric power line 54 connected to the inverters 41 and 42and the high-voltage battery 50 to an AC electric power at apredetermined voltage (such as, e.g., 100 V) and supply the AC electricpower to the electric outlet 94 (external device). The touch panel 98displays image information input thereto and also senses, when a usertouches an image displayed on a screen with his or her hand or adedicated pen, a touched screen position to output an informationsignal. The HVECU 70 controls the entire vehicle. Note that the electricoutlet 94 and the DC/AC converter 96 correspond to the “externalelectric power supply device” of the invention.

The engine ECU 24 is configured as a microprocessor around a centralprocessing unit (CPU), though not shown. The engine ECU 24 includes, inaddition to the CPU, a read only memory (ROM) which stores a processingprogram, a random access memory (RAM) which temporarily stores data, aninput/output port, and a communication port. To the engine ECU 24,signals from various sensors which detect the state of the engine 22 areinput via an input port thereof. Examples of the signals input to theengine ECU 24 include respective singles for a crank position from acrank position sensor which detects the rotation position of thecrankshaft 26, a cooling water temperature Tw from a water temperaturesensor which detects the temperature of cooling water for the engine 22,a throttle position from a throttle valve position sensor which detectsthe position of a throttle valve, an intake air amount Qa from an airflow meter attached to an intake pipe, and the like. On the other hand,from the engine ECU 24, various control signals for driving the engine22 are output via an output port thereof. Examples of the controlsignals output from the engine ECU 24 include a drive signal to a fuelinjection valve, a drive signal to a throttle motor which adjusts theposition of the throttle valve, a control signal to an ignition coil,and the like. The engine ECU 24 communicates with the HVECU 70 tocontrol the operation of the engine 22 on the basis of the controlsignals from the HVECU 70 and output data related to the operating stateof the engine 22 as necessary. Note that the engine ECU 24 alsocalculates the number of rotations of the crankshaft 26, i.e., therotation number Ne of the engine 22 on the basis of the crank positionfrom the crank position sensor.

The motor ECU 40 is configured as a microprocessor around a CPU, thoughnot shown. The motor ECU 40 includes, in addition to the CPU, a ROMwhich stores a processing program, a RAM which temporarily stores data,an input/output port, and a communication port. To the motor ECU 40,signals required to drive-control the motor MG1 and M2 are input via aninput port thereof. Examples of the signals input to the motor ECU 40include signals for rotation positions θm1 and θm2 from rotationposition detection sensors 43 and 44 which detect the rotation positionsof the rotors of the motors MG1 and MG2, a phase current applied to themotors MG1 and MG2 and detected by a current sensor not shown, and thelike. From the motor ECU 40, switching control signals to the switchingelements of the inverters 41 and 42, which are not shown, and the likeare output via an output port thereof. The motor ECU 40 communicateswith the HVECU 70 to drive-control the motors MG1 and MG2 on the basisof the control signals from the HVECU 70 and output data related to theoperating states of the motors MG1 and MG2 to the HVECU 70 as necessary.Note that the motor ECU 40 also calculates the rotation angular speedsωm1 and ωm2 and rotation numbers Nm1 and Nm2 of the motors MG1 and MG2on the basis of the rotation positions θm1 and θm2 of the rotors of themotors MG1 and MG2 from the rotation position detection sensors 43 and33.

The battery ECU 52 is configured as a microprocessor around a CPU,though not shown. The battery ECU 52 includes, in addition to the CPU, aROM which stores a processing program, a RAM which temporarily storesdata, an input/output port, and a communication port. To the battery ECU52, signal required to manage the high-voltage battery 50 are input.Examples of the signals input to the battery ECU 52 include signals foran inter-terminal voltage Vb from a voltage sensor 51 a disposed betweenthe terminals of the high-voltage battery 50, a charge/discharge currentIb from a current sensor 51 b attached to the electric power lineconnected to an output terminal of the high-voltage battery 50, abattery temperature Tb from a temperature sensor 51 c attached to thehigh-voltage battery 50, and the like. The battery ECU 52 transmits datarelated to the state of the high-voltage battery 50 to the HVECU 70 asnecessary by communication. To manage the high-voltage battery 50, thebattery ECU 52 also calculates a power storage ratio SOC which is theratio of the capacity of an electric power that can be discharged fromthe high-voltage battery 50 to the entire capacity thereof of the momenton the basis of the cumulative value of the charge/discharge current Ibdetected by the current sensor 51 b and calculates input/output limitsWin and Wout which are tolerable input/output electric powers with whichthe high-voltage battery 50 can be charged/discharged on the basis ofthe power storage ratio SOC and the battery temperature Tb that havebeen calculated. Note that the input/output limits Win and Wout of thehigh-voltage battery 50 can be set by setting the basic values of theinput/output limits. Win and Wout on the basis of the batterytemperature Tb, setting an output limit correction factor and an inputlimit correction factor on the basis of the power storage ratio SOC ofthe high-voltage battery 50, and multiplying the set basic values of theinput/output limits Win and Wout by the correction factors.

The charger 60 is connected to a high-voltage-system electric power line54 a via a relay 62 and includes an alternating current-direct cunent(AC/DC) converter 66 which converts an AC electric power supplied froman external power source via a power source plug 68 to a DC electricpower, and a DC/DC converter 64 which converts the voltage of the DCelectric power from the AC/DC converter 66 to supply the resultingelectric power toward the high-voltage-system electric power line 54 a.

The HVECU 70 is configured as a microprocessor around a CPU, though notshown. The HVECU 70 includes, in addition to the CPU, a ROM which storesa processing program, a RAM which temporarily stores data, aninput/output port, and a communication port. To the HVECU 70, varioussignals are input via an input port thereof, such as an ignition signalfrom an ignition switch 80, a signal for a shift position SP from ashift position sensor 82 which detects the operation position of a shiftlever 81, a signal for an accelerator opening Acc from an acceleratorpedal position sensor 84 which detects an amount of stepping on anaccelerator pedal 83, a signal for a brake pedal position BP from abrake pedal position sensor 86 which detects an amount of stepping on abrake pedal 85, a signal for a vehicle speed V from a vehicle speedsensor 88, a signal for an external air temperature Tout from anexternal air temperature sensor 89, a SOC recovery instruction signalshowing the ON/OFF state of a SOC recovery instruction switch 90, and aninformation signal from the touch panel 98. On the other hand, the HVECU70 outputs image information to the touch panel 98. As described above,the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, andthe battery ECU 52 via the communication port to exchange variouscontrol signals and data with the engine ECU 24, the motor ECU 40, andthe battery ECU 52. Note that the shift position SP includes a parkingposition (P position), a neutral position (N position), a drive positionfor forward driving (D position), a reverse position for rearwarddriving (R position), and the like.

In the hybrid car 20 in the embodiment thus configured, a demandedtorque Tr* to be output to the drive shaft 36 is calculated on the basisof the accelerator opening Acc corresponding to the amount of steppingon the accelerator pedal by a driver and the vehicle speed V, and theengine 22 and the motors MG1 and MG2 are subjected to operation controlso as to output a demanded power corresponding to the demanded torqueTr* to the drive shaft 36. The operation control of the engine 22 andthe motors MG1 and MG2 is performed in operation modes such as a torqueconversion operation mode, a charge/discharge operation mode, and amotor operation mode. In the torque conversion operation mode, theoperation of the engine 22 is controlled so as to output a powercomparable to the demanded power and the motors MG1 and MG2 aredrive-controlled such that the whole power output from the engine 22 isconverted by the planetary gear 30 and the motors MG1 and MG2 to atorque and the torque is output to the drive shaft 36. In thecharge/discharge operation mode, the operation of the engine 22 iscontrolled to output a power comparable to the sum of the demanded powerand an electric power required to charge/discharge the high-voltagebattery 50 and the motors MG1 and MG2 are drive-controlled such that thedemanded power is output to the drive shaft 36, while involving thetorque conversion, by the planetary gear 30 and the motors MG1 and MG2,of the whole or a part of the power which is output from the engine 22simultaneously with the charging/discharging of the high-voltage battery50. In the motor operation mode, the operation control is performed suchthat the operation of the engine 22 is stopped and a power comparable tothe demanded power from the motor MG2 is output to the drive shaft 36.Note that each of the torque conversion operation mode and thecharge/discharge operation mode is a mode involving the operation of theengine 22 in which the engine 22 and the motors MG1 and MG2 arecontrolled so as to output the demanded power to the drive shaft 36.Since the torque conversion operation mode and the charge/dischargeoperation mode have no substantial difference therebetween in control,these two operation modes are hereinafter referred to as an engineoperation mode.

In the hybrid car 20 in the embodiment, after the system of a vehicle isstopped at home or a preset charging point, when the power source plug68 is connected to an external power source and the connection isdetected by the connection detection sensor 69, a system main relay 55and the relay 62 are turned ON and the charger 60 is controlled tocharge the high-voltage battery 50 with the electric power from theexternal power source. When the system of the vehicle is activated afterthe charging of the high-voltage battery 50, the hybrid car 20 drives ina motor-driving-prioritized mode until the power storage ratio SOC ofthe high-voltage battery 50 reaches a threshold Shy (such as e.g., 20%or 30%). The threshold Shy has been set so as to allow the power storageratio SOC of the high-voltage battery 50 to reach a value at which theengine 22 can be started. In the motor-driving-prioritized mode, motordriving which is performed using only the power from the motor MG2 isprioritized over hybrid driving which is performed using the power fromthe engine 22 and the power from the motor MG2. After the power storageratio SOC of the high-voltage battery 50 reaches the threshold Shy, thehybrid car 20 drives in a hybrid-driving-prioritized mode in which thehybrid driving is prioritized over the motor driving.

In the motor-driving-prioritized mode, the demanded torque Tr* (to beoutput to the drive shaft 36) which is required of driving on the basisof the accelerator opening Acc corresponding to the amount of steppingon the accelerator pedal 83 and the vehicle speed V is set and a drivingpower Pdrv* required of driving is also calculated by multiplying theset demanded torque Tr* by a rotation number Nr (e.g., a rotation numberobtained by multiplying the rotation number Nm2 of the motor MG2 or thevehicle speed V by a conversion factor) of the drive shaft 36. Then,when the driving power Pdrv* is not more than the output limit Wout ofthe high-voltage battery 50, the motor MG2 is controlled so as to outputthe driving power Pdrv* in a state where the operation of the engine 22is stopped and thereby output the demanded torque Tr* to the drive shaft36. As a result, the hybrid car 20 performs the motor driving. When thedriving power Pdrv* exceeds the output limit Wout of the high-voltagebattery 50, the engine 22 is started, the driving power Pdrv* is set toa demanded power Pe* to be output from the engine 22, and the engine 22and the motors MG1 and MG2 are controlled such that the demanded powerPe* is output from the engine 22 and the demanded torque Tr* is outputto the drive shaft 36. As a result, the hybrid car 20 performs thehybrid driving. Thereafter, when the driving power Pdrv* becomes notmore than the output limit Wout of the high-voltage battery 50, theoperation of the engine 22 is stopped and the hybrid car 20 returns tothe motor driving which is performed by outputting the driving powerPdrv* from the motor MG2.

In the hybrid-driving-prioritized mode, a charge/discharge power demandPb* (which has a negative value when the high-voltage battery 50 isdischarged) of the high-voltage battery 50 is set in accordance with thepower storage ratio SOC of the high-voltage battery 50 and the demandedpower Pe* to be output from the engine 22 is set by adding the drivingpower Pdrv* to the set charge/discharge power demand Pb*. When thedemanded power Pe* is not less than an operation threshold Popdetermined in advance as a lowest power which allows the engine 22 to beoperated relatively efficiently, the engine 22 and the motors MG1 andMG2 are controlled such that the demanded power Pe* is output from theengine 22 and the demanded torque Tr* is output to the drive shaft 36.As a result, the hybrid car 20 performs the hybrid driving. When thedemanded power Pe* becomes less than the operation threshold Pop, theengine 22 cannot be operated relatively efficiently. In this case, theoperation of the engine 22 is stopped and the hybrid car 20 shifts tothe motor driving which is performed by outputting the driving powerPdrv* from the motor MG2. While the motor driving is performed, when thedriver steps on the accelerator pedal 83 to increase the driving powerPdrv* and the demanded power Pe* becomes not less than the operationthreshold Pop, the hybrid car 20 shifts to the hybrid driving which isperformed by starting the engine 22 and outputting the demanded powerPe* from the engine 22. Note that the operation threshold Pop isdetermined to have a value considerably smaller than the output limitWout of the high-voltage battery 50.

Next, a description will be given of the operation of the hybrid car 20in the embodiment, especially the operation thereof when the SOCrecovery instruction switch 90 is turned ON by a user. FIG. 2 is a flowchart showing an example of a switch-ON process routine which isexecuted by the HVECU 70. The routine is executed when the SOC recoveryinstruction switch 90 is turned ON by the user.

When the SOC-recovery-switch-ON process routine is executed, a CPU 72 ofthe HVECU 70 executes the process of inputting the power storage ratioSOC from the battery ECU 52 (Step S100), transmits the screeninformation of a target value selection screen for setting the targetpower storage ratio SOC* and a target charging time tc* to the touchpanel 98 (step S110), and waits until the target power storage ratioSOC* and the target charging time tc* are input from the touch panel 98(Step S120). The touch panel 98 that has received the image informationin Step S110 displays the target value selection screen. FIG. 3 is anillustrative view showing an example of the target value selectionscreen displayed on the touch panel 98. On the touch panel 98,rectangular icons I10 and I11 including the characters “Fully Charged”and “Half Charged”, an icon I12 including characters showing a targetcharging time, and an icon I13 including the characters “+” and “−” arevisually recognizably displayed. When the user touches one of thedisplayed icons I10 and I11, the touch panel 98 transmits, on the basisof the position information of the touched icon, information on thecharged state shown by the touched icon as the target power storageratio SOC* input by the user to the HVECU 70. The icon I13 is used so asto set the time shown by the icon I12. Every time the user touches thecharacter “+” in the icon I13, the target time shown by the icon I12increases. Every time the user touches the character “−” in the iconI13, the target time shown by the icon I12 decreases. When a state wherethe user does not touch the icon I13 is sustained for a predeterminedtime (e.g., 10 seconds or the like), the touch panel 98 transmits thetime shown by the icon I13 as the target charging time tc* to the HVECU70. At this time, it may also be possible to change the color of the oneof the icons I10 and I11 touched by the user or cause the entire touchedicon to blink.

When the target power storage ratio SOC* and the target charging timetc* are thus input, a fuel-consumption-related-information displayprocess is executed (Step S130). Here, the description of theSOC-recovery-instruction-switch-ON process is temporarily halted and adescription will be given of the fuel-consumption-related-informationdisplay process.

FIG. 4 is a flow chart showing an example of thefuel-related-information display process. In thefuel-related-information display process, using the following expression(1), a power required in a unit time in the high-voltage battery 50 forthe charging/discharging thereof to allow a charge-storage-ratio initialvalue SOCi, which is the current power storage ratio SOC, to reach thetarget power storage ratio SOC* in the target charging time tc* is setas a temporary average charging/discharging power Pbavtmp (Step S300).Of the respective values of the temporary average charging/dischargingpower Pbavtmp and an upper-limit charging power Pbmax which is themaximum value of the charging electric power tolerated by thehigh-voltage battery 50, the smaller one is set as an averagecharging/discharging power Pbav (Step S310). Here, in the expression(1), “Kw” is a conversion factor for converting the power storage ratioSOC of the high-voltage battery 50 to an electric power (power):

Pbavtmp=Kw·(SOC*−SOCi)/tc*  (1).

When the average charging/discharging power Pbav is thus set, a powerwhich is the sum of an expected driving power Pdav expected to be anaverage value of the driving power of the vehicle when the high-voltagebattery 50 is charged after the SOC recovery instruction switch 90 isturned ON and the average charging/discharging power Pbav is set as anaverage engine power Peav (Step S320). Using the target charging timetc*, the average charging/discharging power Pbav, the temporary averagecharging/discharging power Pbavtmp, and the expected driving power Pdav,an estimated required time tend estimated to be a time required by thepower storage ratio SOC to reach the target power storage ratio SOC*when the vehicle drives with the expected driving power Pdav after theSOC recovery instruction switch 90 is turned ON is calculated inaccordance with the following expression (2) (Step S330). Here, theexpected driving power Pdav uses the average value of the driving powerdemand Pdrv* based on the accelerator opening Acc and the vehicle speedV in one trip from the previous turning ON of the ignition switch 80 tothe previous turning OFF thereof. The reason for calculating theestimated required time tend here is that, since the high-voltagebattery 50 is allowed to be charged only with the upper-limit chargingpower Pbmax at most, an actual time required by the power storage ratioSOC to reach the target power storage ratio SOC* after the SOC recoveryinstruction switch 90 is turned ON may not match the target chargingtime tc* input by the user. When the estimated required time tend iscalculated, by using the average value of the driving power demand Pdrv*in one trip from the previous turning ON of the ignition switch 80 tothe previous turning OFF thereof, the driving pattern of an individualuser such as a way to operate the accelerator or the like can bereflected in the calculation result and therefore the estimated requiredtime tend can more accurately be calculated:

tend=tc*+(Pbavtmp−Pbav)·tc*/(Pdav+Pbav)  (2).

When the estimated predetermined time tend is thus calculated, then anestimated engine rotation number Neest and an estimated engine torqueTeest as operation points at which the engine 22 is to be operated areset on the basis of the set average engine power Peav (Step S340). Thesetting is performed on the basis of the operation line which allows theengine 22 to be efficiently operated and the average engine power Peay.FIG. 5 shows an example of the operation line of the engine 22 and thesetting of the estimated engine rotation number Neest and the estimatedengine torque Teest. As shown in the drawing, the estimated enginerotation number Neest and the estimated engine torque Teest can bedetermined from the intersection point of the operation line with thecurve with the constant average engine power Peav (Neest×Teest).

When the estimated engine rotation number Neest and the estimated enginetorque Teest are thus set, a fuel consumption rate Rfuel of the engine22 is set on the basis of the estimated engine rotation number Neest andthe estimated engine torque Teest, while a value obtained by multiplyingthe fuel consumption rate Rfuel by the estimated required time tend isset to an estimated fuel consumption amount Vfuel of the engine 22 (StepS350). The fuel consumption rate Rfuel is set on the basis of theestimated engine rotation number Neest, the estimated engine torqueTeest, and the fuel consumption rate map stored in a ROM 74. FIG. 6shows an example of the fuel consumption rate map and the setting of thefuel consumption rate Rfuel. As shown in the drawing, the fuelconsumption rate Rfuel is set as a fuel consumption rate correspondingthereto when the estimated engine rotation number Neest and theestimated engine torque Teest are given.

When the fuel consumption rate Rfuel is thus set, a value obtained bymultiplying a fuel unit price Cup stored in advance in the ROM 74 by theset estimated fuel consumption amount Vfuel is set as an estimated fuelcost Cfuel (Step S360), image information is transmitted to the touchpanel 98 such that the set estimated fuel consumption amount Vfuel andthe estimated fuel cost Cfuel are displayed on the touch panel 98 (StepS370), and the main routine is ended. The touch panel 98 that hasreceived the image information executes the process of displaying theestimated fuel consumption amount Vfuel and the estimated fuel costCfuel each set to an energy information screen. FIG. 7 is anillustrative view showing an example of the energy information screendisplayed on the touch panel 98. The touch panel 98 visuallyrecognizably displays graphic figures G11 to G13 showing the engine, themotor MG1, and the high-voltage battery 50 and a rectangular icon I14including the characters “Expected Fuel Consumption Amount: 20 L,Expected Fuel Cost: 2000 Yen” showing the expected fuel consumptionamount Vfuel and the expected fuel cost Cfuel. The graphic figure G13shows a line L1 so as to allow the user to recognize the currentremaining capacity SOC of the high-voltage battery 50. The individualnumbers in the icon I14 show the expected fuel consumption amount Vfueland the expected fuel cost Cfuel that have been set. This can allow theuser to recognize the amount and cost of the fuel estimated to beconsumed from the time when the SOC recovery instruction switch 90 isturned ON until the power storage ratio SOC of the high-voltage battery50 reaches the target power storage ratio SOC* and prompt the user todetermine whether or not the amount of the electric power stored in thebattery is to be increased even though the fuel is consumed thereby.Thus, the fuel-consumption-related-information display process has beendescribed heretofore.

Returning to the description of the SOC-recovery-instruction-switch-ONprocess, when the fuel-consumption-related-information display processis thus executed (Step S130), then a value obtained by subtracting thecharge-storage-ratio initial value SOCi from the input target powerstorage ratio SOC* is divided by the target charging time tc* to set acharge-storage-ratio change rate Ks (Step S140). Then, a value obtainedby adding the charge-storage-ratio change rate Ks to the control targetpower storage ratio SOCc* is set again to the control target powerstorage ratio SOCc* (Step S150). Here, to the control target powerstorage ratio SOCc*, the power storage ratio SOC input in the process inStep S100 is set as an initial value.

When the control target charge storage rate SOCc* is thus set, atemporary charge/discharge power demand Pbtmp is set to allow the powerstorage ratio SOC to reach the control target power storage ratio SOCc*using the current power storage ratio SOC of the high-voltage battery50, the control target power storage ratio SOCc*, and the temporarycharge/discharge power demand setting map stored in the ROM 74 (StepS160). FIG. 8 shows an example of the temporary charge/discharge powerdemand setting map. As shown in the drawing, when the power storageratio SOC is higher than the control target power storage ratio SOCc*, apower having a negative value the absolute value of which tends toincrease as the difference between the control target power storageratio SOCc* and the power storage ratio SOC increases is set to thetemporary charge/discharge power demand Pbtmp so as to eliminate thedifference therebetween. When the power storage ratio SOC is lower thanthe control target power storage ratio SOCc*, a power having a positivevalue which tends to increase as the difference between the controltarget power storage ratio SOCc* and the power storage ratio SOCincreases is set to the temporary charge/discharge power demand Pbtmp soas to eliminate the difference therebetween. By thus setting thetemporary charge/discharge power demand Pbtmp, the power storage ratioSOC is allowed to reach the control target power storage ratio SOCc*.Note that the temporary charge/discharge power demand setting map isstored in the ROM 74 for each of the control target power storage ratioSOCc* on a one-by-one basis.

When the temporary charge/discharge power demand Pbtmp is thus set, thevalue of the lower one of the temporary charge/discharge power demandPbtmp and the upper-limit charging power Pbmax used in Step S310 of thefuel-consumption-related-information display process routine of FIG. 4is set as the charge/discharge power demand Pb* (Step S170). When thecharge/discharge power demand Pb* is thus set, in accordance with thehybrid-driving-prioritized mode described above, the engine 22 and themotors MG1 and MG2 are controlled such that the hybrid car 20 drives,while outputting a power obtained by adding the driving power Pdrv* tothe set charge/discharge power demand Pb* from the engine 22. This canallow the hybrid car 20 to drive, while charging the high-voltagebattery 50 with the electric power generated from the motor MG1 usingthe power output from the engine 22.

Subsequently, a value obtained by subtracting the charge-storage-ratioinitial value SOCi from the current power storage ratio SOC is set asthe charge-storage-ratio variation dSOC (Step S180), and imageinformation is transmitted to the touch panel 98 such that, on theenergy information screen described above, the graphic figure G13showing the high-voltage battery 50 in the touch panel 98 blinks, therange in the graphic figure G13 extending from the line L1 showing thecharge-storage-ratio initial value SOCi to the charge-storage-ratiovariation dSOC blinks, and an arrow A11 showing that energy is outputfrom the graphic figure G11 showing the engine 22 to the graphic figureG12 showing the motor MG1 and an arrow A12 showing that energy is outputfrom the graphic figure G12 showing the motor MG1 to the graphic figureG13 showing the high-voltage battery 50 are displayed (Step S190). Thetouch panel 98 that has received the image information executes theprocess of causing the graphic figure G13 showing the high-voltagebattery 50 to blink on the energy information screen, causing the rangein the graphic figure G13 extending from the line L1 showing thecharge-storage-ratio initial value SOCi to the charge-storage-ratiovariation dSOC to blink thereon, and displaying the arrow A11 extendingfrom the graphic figure G11 to the graphic figure G12 and the arrow A12extending from the graphic figure G12 to the graphic figure G13 thereon.FIG. 9 shows an example of the energy information screen. Since themotor MG1 generates electricity with the power from the engine 22, whenthe electric power generated by the motor MG1 increases, the amount offuel consumption increases to degrade the fuel efficiency of thevehicle. This can allow the user to visually recognize, while thehigh-voltage battery 50 is charged with the electric power generated bythe motor MG1 that is driven using the power from the engine 22, thatsuch a control operation is performed, i.e., a control operation of thetype which degrades fuel efficiency is performed and how much the powerstorage ratio SOC of the high-voltage battery 50 has changed from thecharge-storage-ratio initial value SOCi.

When the energy information screen is thus displayed, it is subsequentlyexamined whether or a predetermined end condition has been satisfied insuch a case as when the SOC recovery instruction switch 90 is turned OFFor when the power storage ratio SOC of the high-voltage battery 50 hasreached the target power storage ratio SOC* (Step S200). When thepredetermined end condition has not been satisfied, the power storageratio SOC is input from the battery ECU 52 (Step S210) and the mainprocess returns to the process in Step S150. Then, the process in StepsS140 to S210 is repeated until the predetermined end condition issatisfied. Specifically, in the repeated process, a value obtained byadding the charge-storage-ratio change rate Ks to the control targetpower storage ratio SOCc* is set again to the control target powerstorage ratio SOCc*, the temporary charge/discharge power demand Pb* isset using the power storage ratio SOC of the high-voltage battery 50,the control target power storage ratio SOCc*, and the charge/dischargepower demand setting map stored in the ROM 74, and the value of thelower one of the temporary charge/discharge power demand Pbtmp and theupper-limit charging power Pbmax is set as the charge/discharge powerdemand Pb*. In addition, on the energy information screen, the graphicfigure G13 and the range in the graphic figure G13 extending from theline L1 showing the charge-storage-ratio initial value SOCi to thecharge-storage-ratio variation dSOC are caused to blink, the arrows A1and A2 are displayed, and the power storage ratio SOC is input from thebattery ECU 52. By such a process, the high-voltage battery 50 ischarged with a power within the range of the upper-limitcharging/discharging power Pbmax. Therefore, it is possible to changethe power storage ratio SOC toward the target power storage ratio SOC*.At this time, the power storage ratio SOC can be changed in a variationbased on the charge-storage-ratio change rate Ks set using the targetcharging time tc* input by the user. This can allow the power storageratio SOC to reach the target power storage ratio SOC* in the targetcharging time tc* input by the user and allow the power storage ratioSOC to reach the target power storage ratio SOC* with a timing closer toa timing desired by the user.

When the predetermined end condition is satisfied while such a processis executed (Step S200), the main routine is ended.

In the hybrid car 20 in the embodiment described above, when the SOCrecovery instruction switch 90 is ON, the engine 22 and the motors MG1and MG2 are controlled so as to increase the power storage ratio SOCwhile, on the energy information screen of the touch panel 98, thegraphic figure G13 showing the high-voltage battery 50 is caused toblink, the range in the graphic figure G13 extending from the line L1showing the charge-storage-ratio initial value SOCi to thecharge-storage-ratio variation dSOC is caused to blink, and the arrowsA11 and A22 are displayed. This can allow the user to visually recognizethat a control operation of the type which degrades fuel efficiency isperformed.

In addition, when the SOC recovery instruction switch 90 is turned ON,the touch panel 98 is controlled so as to display the expected fuelconsumption amount Vfuel and the expected fuel cost Cfuel. This canallow the user to visually recognize the amount and cost of the fuelwhich is expected to be consumed while the engine 22 and the motors MG1and MG2 are controlled so as to increase the power storage ratio as theratio of the capacity of the electric power that can be discharged fromthe high-voltage battery 50 to the entire capacity thereof and promptthe user to determine whether or not the power storage ratio SOC of thehigh-voltage battery 50 is to be increased even though the fuel isconsumed thereby.

In the hybrid car 20 in the embodiment, on the energy information screenof the touch panel 98, the graphic figure G13 showing the high-voltagebattery 50 is caused to blink and the range in the graphic figure G13extending from the line L1 showing the charge-storage-ratio initialvalue SOCi to the charge-storage-ratio variation dSOC is caused toblink. However, it may also be possible that the graphic figure G13 hasa color different from that when the SOC recovery instruction switch 90is OFF or the range in the graphic figure G13 extending from the line L1showing the charge-storage-ratio initial value SOCi to thecharge-storage-ratio variation dSOC has a color different from the colorof the other range in the graphic figure G13.

In the hybrid car 20 in the embodiment, the fuel consumption amountVfuel and the fuel cost Cfuel are displayed on the touch panel 98.However, the fuel consumption amount Vfuel and the fuel cost Cfuel arenot limited to those displayed on the touch panel 98 described above.The fuel consumption amount Vfuel and the fuel cost Cfuel may also bereported from a speaker not shown to the user by voice/sound.

In the hybrid car 20 in the embodiment, on the energy information screenshown by way of example in FIG. 7, the graphic figures G11 to G13 andthe line L1 are displayed. However, it may also be possible that thegraphic figures G11 to G13 and the line L1 are not displayed, but onlythe icon I14 is displayed.

In the hybrid car 20 in the embodiment, on the energy information screenshown by way of example in FIG. 9, the graphic figure G13 is caused toblink, the range in the graphic figure G13 extending from the line L1showing the charge-storage-ratio initial value SOCi to thecharge-storage-ratio variation dSOC is caused to blink, and the arrowsA11 and A12 are displayed. However, any energy information screen can beused as long as the user is allowed to visually recognize that theengine 22 and the motors MG1 and MG2 are controlled so as to increasethe power storage ratio SOC of the high-voltage battery 50, i.e., thatthe electric power generated by the motor MG1 is increased, the powerfrom the engine 22 increases, or the amount of fuel consumption in theengine 22 increases, i.e., that a control operation which degrades fuelefficiency is performed. For example, it may also be possible that thearrows A11 and A12 are displayed on the energy information screen, whilethe graphic figure G13 is not caused to blink thereon, that the entiregraphic figure G13 is not caused to blink, but only the range in thegraphic figure G13 extending from the line L1 showing thecharge-storage-ratio initial value SOCi to the charge-storage-ratiovariation dSOC is caused to blink and the arrows A11 and A12 are notdisplayed, or that the color of the entire energy information screenchanges into a specific color.

In the hybrid car 20 in the embodiment, in the process of Step S330, theestimated required time tend is calculated using the target chargingtime tc*, the average charging/discharging power Pbav, the temporaryaverage charging/discharging power Pbavtmp, and the estimated drivingpower Pdav. However, it may also be possible that the relationship amongthe target storage ratio SOC* and the target charging time tc, eachinput by the user, the power storage ratio SOC, and the estimatedrequired time tend is determined in advance by experiment, analysis, orthe like and the estimated required time tend is derived from thedetermined relationship when the target power storage ratio SOC*, thetarget charging time tc, and the charging ratio SOC are given.

In the hybrid car 20 in the embodiment, when the SOC recoveryinstruction switch 90 is turned ON, the engine 22 and the motors MG1 andMG2 are controlled so as to increase the power storage ratio SOC of thehigh-voltage battery 50 toward the target power storage ratio SOC*.However, when the SOC recovery instruction switch 90 is turned ON, it issufficient if the electric power generated by the motor MG1 is higherthan that before the SOC recovery instruction switch 90 is turned ON.Accordingly, when the SOC recovery instruction switch 90 is turned ON,it may also be possible to, e.g., set the threshold of the driving powerPdrv* when the operation of the engine 22 is stopped lower than theoutput limit Wout such that the operation of the engine 22 is lesslikely to be stopped or further add a power having a predetermined valueto the charge/discharge power demand Pb* to which the driving powerPdrv* has been added such that the demanded power Pe* to be output fromthe engine 22 is higher than before the SOC recovery instruction switch90 is turned ON.

In the hybrid car 20 in the embodiment, the power from the motor MG2 isoutput to the drive shaft 36. However, as shown by way of example in ahybrid car 120 in a modification in FIG. 10, the power from the motorMG2 may also be connected to an axle shaft (axle shaft connected towheels 39 a and 39 b in FIG. 10) different from the axle shaft (axleshaft connected to the drive wheels 38 a and 38 b) connected to thedrive shaft 36.

In the hybrid car 20 in the embodiment, the power from the engine 22 isoutput to the drive shaft 36 connected to the drive wheels 38 a and 38 bvia the planetary gear 30. However, as shown by way of example in ahybrid car 220 in a modification in FIG. 11, the hybrid car 20 may alsoinclude a pair-rotor electric motor 230 which has an inner rotor 232connected to the crankshaft of the engine 22 and an outer rotor 234connected to the drive shaft 36 that outputs the power to the drivewheels 38 a and 38 b, and transmits a part of the power from the engine22 to the drive shaft 36, while converting the remaining power to anelectric power.

In the hybrid car 20 in the embodiment, the power from the engine 22 isoutput to the drive shaft 36 connected to the drive wheels 38 a and 38 bvia the planetary gear 30, while the power from the motor MG2 is outputto the drive shaft 36. However, as shown by way of example in a hybridcar 320 in a modification in FIG. 12, the hybrid car 20 may also be aso-called series-type hybrid car including the motor MG2 that outputs apower for driving and the motor MG1 that generates electricity with thepower from the engine 22. Alternatively, the hybrid car 20 may also havea configuration in which a motor is attached to the drive shaft 36connected to the drive wheels 38 a and 38 b via a continuously variabletransmission and the engine 22 is connected to the rotation shaft of themotor via a clutch such that the power from the engine 22 is output tothe drive shaft via the rotation shaft of the motor and the continuouslyvariable transmission and the power from the motor is output to thedrive shaft via the continuously variable transmission. Also, theapplication of the hybrid car 20 is not limited to a so-called plug-inhybrid car including a charger/discharger 60 having such a DC/DCconverter and an AC/DC converter each for converting an AC electricpower from an external power source to a DC electric power to charge abattery. As shown by way of example in a hybrid car 420 in amodification in FIG. 13, the hybrid car 20 may also be applied to thehybrid car 420 including the engine 22 and the motor MG1 each connectedto the planetary gear 30 and the motor MG2 capable ofinputting/outputting the power to/from the drive shaft 36.

A description will be given of the correspondence relationships betweenmain components in the embodiment and the main component of theinvention. In the embodiment, the engine 22 corresponds to an “engine”,the motor MG1 corresponds to a “motor”, the high-voltage battery 50corresponds to a “battery”, the SOC recovery instruction switch 90corresponds to a “charging acceleration instruction switch”, and thetouch panel 98 corresponds to a “reporting device”. Also, the HVECU 70,the engine ECU 24, and the motor ECU 40 correspond to an “electroniccontrol unit”. Among them, the HVECU 70 transmits image information tothe touch panel 98 when the SOC recovery instruction switch 90 is ONsuch that, on the energy information screen of the touch panel 98, thegraphic figure G3 showing the high-voltage battery 50 is caused toblink, the range in the graphic figure G3 extending from the line L1showing the charge-storage-ratio initial value SOCi to thecharge-storage-ratio variation dSOC is caused to blink, and the arrow A1extending from the graphic figure G1 to the graphic figure G2 and thearrow A2 extending from the graphic figure G2 to the graphic figure G3are displayed.

Here, the “engine” is not limited to an engine which outputs a powerusing a hydrocarbon-based fuel such as gasoline or light oil. Any enginemay be used as long as the engine can output a power for driving, suchas a hydrogen engine. The “motor” is not limited to the motor MG1configured as the synchronous power generating electric motor. Any typeof electric motor, such as an induction motor, may be used as long asthe electric motor generates electricity using the power from theengine. The “battery” is not limited to the high-voltage battery 50 asthe secondary battery. Any battery may be used as long as the batteryexchanges an electric power with the motor. The “charging accelerationinstruction switch” is not limited to the SOC recovery instructionswitch 90. Any switch may be used as long as the switch gives aninstruction to increase the electric power generated by the motor afterthe turning ON of the switch to a level higher than that before theturning ON thereof. The “reporting device” is not limited to the touchpanel 98. Any device may be used as long as the device reportsinformation. The “electronic control unit” is not limited to thecombination of the HVECU 70, the engine ECU 24, and the motor ECU 40.The “electronic control unit” may also be formed of a single electroniccontrol unit or the like. The “electronic control unit” is not limitedto the electronic control unit that controls the engine 22 and themotors MG1 and MG when the SOC recovery instruction switch 90 is ON soas to increase the power storage ratio which is the ratio of thecapacity of the electric power that can be discharged from thehigh-voltage battery 50 to the entire capacity thereof and transmits theimage information to the touch panel 98 such that, on the energyinformation screen of the touch panel 98, the graphic figure G1 showingthe high-voltage battery 50 is caused to blink, the range in the graphicfigure G3 extending from the line L1 showing the charge-storage-ratioinitial value SOCi to the charge-storage-ratio variation dSOC is causedto blink, and the arrow A1 extending from the graphic figure G1 to thegraphic figure G2 and the arrow A2 extending from the graphic figure G2to the graphic figure G3 are displayed. Any electronic control unit maybe used as long as the electronic control unit controls the reportingmeans to report that the charging acceleration mode is ON when thecharging acceleration instruction switch is ON.

Note that, since the embodiment is only an example for describing theform for carrying out the invention, the correspondence relationshipsbetween the main components in the embodiment and the main component ofthe invention are not intended to limit the components of the invention.That is, interpretation of the invention should be performed on thebasis of the description in each of the sections thereof and theembodiment is only a specific example of the invention.

While the form for carrying out the invention has been describedheretofore using the embodiment, the invention is by no means limited tosuch an embodiment. It will be appreciated that the invention can bepracticed in various forms within the scope not departing from the gistthereof.

The invention is applicable to a hybrid vehicle manufacturing industryor the like.

What is claimed is:
 1. A hybrid vehicle, comprising: an engine; a motorconfigured to generate electricity using a power from the engine; abattery configured to exchange an electric power with the motor; aswitch configured to set a charging acceleration mode, and to cancel thecharging acceleration mode; a reporting device configured to reportinformation; and an electronic control unit configured to: (a) increasethe electric power generated by the motor higher when the chargingacceleration mode is set than that when the charging acceleration modeis not set, and (b) control the reporting device to notify that thecharging acceleration mode is set.
 2. The hybrid vehicle according toclaim 1, wherein the reporting device displays an image and, when thecharging acceleration mode is set, the electronic control unit controlsthe reporting device to display a predetermined image.
 3. The hybridvehicle according to claim 2, wherein, when the charging accelerationmode is set, the electronic control unit controls the reporting devicesuch that a color of at least a part of the predetermined image isdifferent from a color thereof when the charging acceleration mode isnot set.
 4. The hybrid vehicle according to claim 2, wherein, when thecharging acceleration mode is set, the electronic control unit controlsthe reporting device such that at least a part of the predeterminedimage blinks.
 5. The hybrid vehicle according to claim 2, wherein, whenthe charging acceleration mode is set, the electronic control unitcontrols the reporting device to display an amount of a fuel to beconsumed before an amount of the electric power stored in the batteryreaches a target power storage amount.
 6. The hybrid vehicle accordingto claim 5, wherein the electronic control unit controls the reportingdevice to display a cost of the fuel consumed while the electric powergenerated by the motor is increased based on the amount of the consumedfuel and a unit price of the fuel.
 7. The hybrid vehicle according toclaim 1, further comprising: an external electric power supply deviceconfigured to supply the electric power from the battery to an externaldevice when the external device is connected thereto.
 8. A controlmethod for a hybrid vehicle including an engine; a motor configured togenerate electricity using a power from the engine; a battery configuredto exchange an electric power with the motor; a switch configured to seta charging acceleration mode, and to cancel the charging accelerationmode; a reporting device configured to report information; and anelectronic control unit, the control method comprising: (a) increasing,by the electronic control unit, the electric power generated by themotor higher when the charging acceleration mode is set than that whenthe charging acceleration mode is not set; and (b) controlling, by theelectronic control unit, the reporting device to notify that thecharging acceleration mode is set.